Remote electric control system



April 25, 1938. H. J. coATs v REMOTE ELECTRIC CONTROLSYSTEM Filed DeC. 5, 1954 N702 Cm Patented Apr. 26, 1938 UNITED STATES PATENT OFFICE 2,115,327 REMOTE ELECTRIC CONTROL SYSTEM Application December 5, 1934, Serial No. 756,116 In Great Britain December 5, 1933 7 Claims.

yThis invention relates to remote electric control systems, more particularly foruse in connection with the control of the propulsion plant on board ship, although its iield of utility is not restricted to such use. Remote control systems may be divided into two classes, those in which the control is elected without the intervention of human aid and those in which an order is remotely given and is carried out by an attendant or attendants. In the first class'since the human element is eliminated less labour is necessary to effect control and a possible source of delay or mistake is avoided. On the other hand the first class necessitates executive gear, absent in the second class, which is liable to fail and render control entirely inoperative, and furthermore it is not always desirable that the human element shall be eliminated at the remote station, indeed it may at times be considered convenient or expedient that an attendant' or attendants able to carry out orders shall be present at the said station. It will be seen, therefore, that both classes possess peculiar advantages and an object of the invention is the provision of an improved control system having at least in part the advantages of both. t l

A further object of the invention is the provision of a control system in which control is exerted by the same control member and by similar loperation of the said member in order to exert control either without the intervention of human aid or by giving a remote order to an attendant. Another object of the invention is the provision of a remote control system in which certain of the principal parts at the two stations are similar. Other objects of the invention which is defined in the appended claims willbc clear from the `description following.

One arrangement of remote electric control system will now be described by way of example with reference to the figure of the accompanying diagrammatic drawing which shows an arrangement for exertingremote control from a master controlstatlon, indicated by the grouped apparatus/i` the upper half of the drawing, over the apparatus in the remote station indicated in the lower half of the drawing.

'I'he arrangement is suitable for use in a marine electric propulsion system in which the master control apparatus is situated on the bridge of the vessel and the remaining gear in the engine room.

In the drawing, the arrangement is s uch as to exert control on the value and direction of current through a load device l.

The load device I isl supplied from two busbars 2, 3 through a potentiometer device 4; the potentiometer device 4 comprises two equal resistances 5, 6 connected in parallel between the bus-bars 2, 3 over the lines l, 8. 'I'he rcsistances 5, 6 are provided with tapping studs 9, I Il respectively, swept over by a rotary brush I I which respectively connects the tappings 9 to the semiannulus I2 or the tappings IIl to a semi-annulus I3. Concentric with these semi-annuli I2, I3 are arranged two further annuli I4, I5, which are 10 arranged to be connected by a rotary'brush I6 to a central contact Il.

The outer semi-annulus I2 is connected to the inner semi-annulus I5 and the outer semi-annulus I3 is connected to the inner semi-annulus 15 I4, while the load device I is connected between the senil-annulus I2 and the semi-annulus I3 overlines I8, I9. The central ring I1 is connected by a line 20 and the line 8 to the bus-bar 3.

The rotary brushes II and I6 are insulatedly 2O mounted on a central operating spindle 2l driven in a manner which will hereinafter be explained. Ihe brushes Il, I8, have a central oil' position, the position shown, from which they can be moved in either direction. position it will be seen that there is no circuit through the load I. Suppose, however, both brushes II, I6 move in a counter-clockwise direction from the oi position, then there is a circuit completed from the positive bus-bar 3 over line 8, 30 line 20, ring I'l, brush I6, semi-annulus I4, line I9, load I, line I8, semi-annulus I2, brush Il, that part of the resistance 9 between the brush I I and the line l, and line 'I to the negative bus 2. Thus there is a current flow from right to left 35 through the load device I, the value of the current -being determined by the position of the brush II on the resistance 9.

It will be seen that movement of the brushes II and I 6 from the oi position in a clockwise 40 direction, results in a current flow in the load I vfrom left to right, that is in the reverse sense to that previously described. Thus'both the value and direction of the current flow through the load device I can be varied by variation of the position 45 v of the brushes II and I6 by rotaton of the shaft Also carried on the shaft 2| towards one end is a further rotary brush 22 which sweeps over tappings 23 on a semicircular resistance 2'4, con- 50 nected between positive and negative bus-bars 3, 2, by lines 25, 26, and also sweepsover a slipring 21.,

The shaft 2l towards its other end is splined and carries a two faced dog clutch part 28 which 65 In the central off 25 is adapted to be moved longitudinally of the shaft 2| by a pivoted clutch lever 429. When in its extreme left hand position, the clutch half 28 engages a corresponding clutch half 30 carried on a shaft 3| which is arranged to be driven by a motor 32, having a iield coil 33 which when energized causes rotation of the motor 32 in one direction, for example, ina clockwise direction,

and a iield coil 34 which when energized causes rotation in a counter-clockwise direction.

The selective energization of a field coil 33 or 34 is under the control of a selector relay 35, having a voltage coil 36 connected by line 38 across the supply bus-bars 2, 3, over lines 31, 38 and 14, and having a moving contact 39 biased to a central or open position but adapted in dependence on the direction of current iiow in an operating winding 40 to engage either a con-l tact 4| or a contact-42. If the -contact 39 engages with the contact 4| there is a circuit from the bus-bar 2 over lines 31 and 43, contact 39, contact 4|, line 44, ileld 33, armature 32 of the motor 32 and line 45'to the bus-bar 3, thus causing rotation of the motor 32 in the clockwise direction while if the contact 39 engages the contact 42 a circuit is completed over-line 46 and the other eld coil 34, thus causing rotation of the motor 32 in the counter-clockwise direction.

In its other extreme position, i. e. in its right hand position, the clutch half 28 engages a cooperating clutch half 41 which is rotatably mounted on the shaft 2| and is formedin one With a bevel gear wheel 48, transmitting drive through-a corresponding bevel gear wheel 49, a vertical shaft 50, a gear wheel 5| and a corresponding gear Wheel 52 from a shaft 53 rotated by a handle 54 secured thereto.

The shaft 2| is thus 4arranged to be rotated either by the motor 32 or by the handle 54 dependent on the position of the clutch half 28.

The handle 54 is arranged in certain circumstances, hereinafter detailed, to act as the local (or engine room) control handle and for this purpose the shaft 53 operates a moving brush 55 connecting a slip-ring 56 with tappings on a resistance 51, and angularly spaced moving brushes 58 and 59 connecting slip rings 60 and 6| respectively with tappings on a resistance 62, and a star wheel 63.

The rheostat 62 is divided into four equal sections and is tapped at the ends of these sections and is rendered continuous by'a line 64 connecting the ends of the rheostat.

A receiving instrument 65 is mounted at the master control point from which remote control is exerted, that is to say the bridge in a marine installation. 'I'he instrument 65 operates on the resultant eld principle and comprises a galvanometer type instrument adapted to operate through substantially 360"v and is provided with a moving system including two coils 66, 61 having their axes at right angles and a permanent magnet 68. The coil 66 is connected at its ends over pilot wires 69, 10 with what are in' effect diametrically opposite tapping points on the rheostat 62; similarly the coil 61 is connected over its pilot wires 1|, 12 with the remaining diametrically opposite tapping points on the rheostat 62. The slip rings 60 and 6| are respectively connected across the bus-bars 2, 3 by lines 13, 14. The

number of pairs of tapping points on the re the engine room i. e. the local control point, to the bridge, the master control point. Accordingly as the lever 54 moves to operate the shaft 53, the brushes 58, 59 are moved and the resultant ileld set up at the receiver 65 on the bridge; causes the moving system of the receiver to move to a position corresponding to the position ofthe handle 54. l

A leaf spring 15 is arranged to force a roller 16 between the teeth of 4the star wheel 63; in this manner the operating handle 54 is biased to a definite number of positions. The leaf spring 15 carries an insulated moving contact 11 which is adapted to bridge stationary contacts 18 as the handle 54 moves from one position to another. The stationary contacts 18 are connected in a. circuit between bus-bar 2, over line 31, line 19, bell 80, and auxiliary bus 8| of the pair of auxiliary bus bars 8|, 82 respectively connected to the main bus bars 3 and 2 by lines 83, 84.

The bell is located adjacent the master controller, that is to say, on the bridge.

The master control gear on the bridge is similar to the control gear operated by the handle 54, and comprises a star-wheel 86, two spaced brushes 81, 88 respectively connecting slip rings 89, 90 with tappings on a continuous rheostat 9|, divided into four equal sections, and a further brush 92, connecting a slip ring 93 with tappings on a resistance 94, the star wheel 86, and brushes 81, 88 and 92 all being mounted on and moving with the spindle 95 operated by the handle |06.

A receiver 96 is provided in the local control point i. e. in the engine room adjacent the local controller operated by the handle 54. This receiver is similar to the receiver 65 and also operates on the resultant field principle; the receiver 96 accordingly comprises two windings 91 and 98 constituting the moving system, being disposed with their respective long axes at right angles to one another, and also comprises a permanent magnet 99.

'Ihe ends of the coil 91 are connected over pilot wires |00 and |0| with two diametrically opposite tapping points on the rheostat 9|, whilst in a similar manner the ends of the coil 98 are connected over pilot wires |02 and |03 with the regagement with the teeth of the star wheel 86,

and thus biases the handle |06 to certain definite positions. A contact |01 insulatedly carried on the leaf spring |04 is arranged to bridge xed contacts |08when the handle |06 moves from one position to the next position.

The bridging of the xed contacts |08 effects completion of the circuit to a bell over lines ||0 and |09. The bell is located at the local control station, i. e. in the engine room and adjacent the controller operated by the handle 54.

The resistance 94 is connected across the auxiliary supply bus-bars 8|, 82 by lines ||2, H3, whilst the slip ring 93 associated with that resistance is connected over a line ||4 to one contact ||5 of a single pole double throw switch having a moving contact I6 which makes either with contact |15 or with contact H1. The contact ||1 is connected over a line ||8 with the slip ring 56 in the engine room i. e. local station controller. 'The resistance 51 with which the contact finger 55 cooperates is connected across the bus-bars 2, 3 by lines |38, |39.

The moving contact ||6 of the single pole double throw switch is connected over a line H9 trol should be exerted from the bridge or remote master controller 05, without human intervention in the engine room; the selector switch ||6 is moved into its upper position to make with contact ||5, whilst the clutch half 26 is moved into its extreme left hand position in which it is in s engagement with the clutch half 30, by means of the lever 20.

The lever |06 is then moved, for example, a

` Y distance corresponding to lthree notches of the -the stationary contacts |03).

star wheel 66, in a clockwise directiom The bell in the engine room accordingly sounds three times (as a tooth of the wheel causes the moving contacts |01 on the leaf-spring |04 to make with An indication is also given on the engine room receiver 06 in the manner previously described.

The brushes 92 and 22 respectively on the bridge controller and on the engine room gear, when the controller 85 is in its central ofi' position, make at` equipotential points on the reslstances 04 and 24 respectively and accordingly there is no current ow through the selector relay coil 40. When, however, the control handle |06 lis moved away from the central ofi position as stated above, the voltage balance is upset and a current flows from the brush 22 upwards through the relay coil 40 to. the brush 02. 1

The selector relay 35 accordingly operates,y to cause its contact 39 to make with the contact 42. The circuit of the motor 32 is accordingly made from the positive bus-bar 3 over line 45, armature 32, iield- 34, line 46, contact 42, moving contact 39 and line 31 t'o the negative bus-bar 2.

'I'he motor-32 then, through the clutch halves 30 and 20 causes a rotation of the shaft 2| in a counter-clockwise direction. Eventually the rotation of the shaft 2| brings the brush 22 into a position on the resistance 24 whichicorresponds with the position of the brush 32 on the resistance 34; .when this equipotential position is reached the current through the selector relay coil 40 ceases and the moving contact 39 accordingly moves to its central position and, in consef quence de-energizes the motor circuit.

The shaft 2| and thus the controller 4 for the load are then arrested in a position which corresponds to the setting of the bridge control handle |06.

If, of course, the handle |06 is initially turned in a counter-clockwise direction from the "oiT position, the motor circuit is then made at contact 4|, the field 33 then being energized.

It will thus be seen that movement of the control handle |06 to a particular setting is immediately followed by a corresponding follow-up movement of the regulator 4, the current through the load device .thus being directly controlled by the remote controller. v

If, however, it is -desired that the .remote controller should operate with the intervention of human aid, then the transfer switch |6 'is moved to its downward position in which contact is madeat contact ||1. .Accordingly the out of balance necessary foroperating the selector relay as is, attainedA between the' aman ana the brun 55 of the local (i. e. engine room) controller operated by the handle 54.

If now the bridge control handle |06 is moved say four positions in a clockwise direction, i. e. notches" on the star wheel 06, the bell in the engine room sounds four times and an indication of. the position is given on the receiver 96. The engineer or attendant on watch, then moves his control handle 54 to a corresponding position; this causes firstly the bell 80 on the bridge to sound four times and the receiver 65 onA the bridge to move to a corresponding position.

At the same time, the movement of the brush 51 destroys the equipotential balance condition previously set up over the selector relay coil 40 at the brushes 51 and 22. l

The selector relay 35 is then energized and causes the completion of the motor circuit through the field coil 34, at its contact 42.

Thereafter the operation is as previously described for direct bridge operation. With this mode of operation, it will be seen that the act of setting the engine room control handle to correspond with the indication on the engine room receiver 96, both eil'ects the desired control and transmits an acknowledgment to the bridge that the required order has been carried out.

In the third possible mode of operation, which is for example only necessary when repair or access to the motor 32 is required, the clutch half 20 is moved to its right hand position, by means of the lever 23, in which it engages the clutch half 41.

Thereafter movement of the engine room control handle 54 eifects directoperation of the regulator 4, through the gearing 52, shaft 50, gearing 43 and 40, clutch halves 41 and 28 and shaft 2|. l I

The engine room controller and receiver are preferably of similar construction. Generally, however, the ship propulsion system may be of any suitable type` and conveniently the main controller effects both speed regulation and reversal of the motor or motors associated therewith. One master` controller, main controller and associated gear as described above will be provided for controlling each propeller shaft.

In this case any movement of the bridge controller for effecting direct control, would preferably signal this control to the engine room; whilst when the engine room controller alone is exerting direct control, the oillcer on the bridge may use his controller to telegraph orders to the engine room, whilst the actual operation of the engine room controller in response to these orders, would notify the bridge of the execution of the orders. lIn this latter case, of course, the transfer switch |6 would operate to render ineffective the main control normally exerted by the bridge controller.

'Ihe arrangements described above rely on electrical interconnection between the engine room controller, regulator and the bridge master controller.

I claim:-

1. An electric control system comprising a con- `means movable by the respective controllers for operating said follow up mechanism to move said controlled member to a' position corresponding to .that of one of the controllers which has been trolled member having a plurality of positions, an y 5. An electrical control system comprising a. I

moved, a controller position indicating means adjacent each controller and means operated by each controller for operating the position indicating means adjacent the other controller.

2. The electrical control system as in claim l wherein each of said controllers is provided with controller operated means for operating the follow up mechanism of the controlled member and means is provided for connecting one or the other of said controller operated means with said follow up mechanism for operating the same.

3. An electrical control system comprising a controlled member having a plurality of positions on each side of an off position, an electrical follow up mechanism including a motor for moving said controlled member in one direction or another from its off position, a remote controller and a controller adjacent said controlled member each provided with electrical means for individually operating said follow up mechanism and each movable to a plurality of controlling positions on each side of an oli position, means for selecting one or the other of said controllers for operating the follow up mechanism, means operated by the selected controller for operating said follow up mechanism to position the controlled-member to correspond with the position of the selected controller, means adjacent each controller for indicating operation of the other controller and means operated by the respective controllers for operating said indicating means.

4. The electrical control system as in claim 3 wherein said follow-up mechanism includes a relay for operating the motor and the respective controllers and said follow up mechanism are provided with balanced tapped potentiometer for operating said relay and for determining the direction and amount of rotation of said motor.

controller and a controlled member independently movable, follow up mechanism for moving said controlled member, means arranged to be brought into operation by movement of the controller for operating the follow up mechanism so as to position the controlled member to correspond with the position of the controller and means located at a distance from the controller and arranged to be operated by movement thereof for indicating operation of the controller.

6. An electrical control system comprising a controller and a controlled member independently movable, follow up mechanism for moving said controlled member, means controlled by the controller and brought into action by movement thereof for operating the follow up mechanism so as to position the controlled member to correspond with the position of the controller, means at a distant station for indicating operation of the controller and means operated by said controller for operating said indicating means.

7. An electrical control system comprising a controller at a control station, a controller and a controlled member at an operation station all independently movable, follow up mechanism for moving said controlled member, means for connecting the follow up mechanism for operation by one or the other of said controllers, means brought into action by movement of the controller so connected for operating the follow up mechanism and positioning the controlled member to correspond with the position of the connected controller and indicating means at the control and Aoperating stations respectively for indicating at each station operation of the controller at the other station.

HERBERT JOHN coA'rEs. 

